WO2021037237A1

WO2021037237A1 - Railway vehicle and control method and system therefor, and train control and management system

Info

Publication number: WO2021037237A1
Application number: PCT/CN2020/112239
Authority: WO
Inventors: 王文娟; 徐晓波
Original assignee: 比亚迪股份有限公司
Priority date: 2019-08-30
Filing date: 2020-08-28
Publication date: 2021-03-04
Also published as: CN112441086A; BR112022003328A2; US20220281498A1

Abstract

Disclosed are a railway vehicle and a control method therefor. The method comprises: receiving information of a target railway vehicle in front of a present railway vehicle and the current vehicle speed of the present railway vehicle (S11); controlling the operation of the present railway vehicle on the basis of the information of the target railway vehicle and the current vehicle speed, and determining an operation requirement for the target railway vehicle (S12); and transmitting the operation requirement for the target railway vehicle to a central server (1) (S13). Further disclosed are a railway vehicle control system (500), a railway vehicle (100) and a train control and management system (2).

Description

Rail vehicle and its control method, system and train control and management system

Cross-references to related applications

This disclosure claims the priority of the Chinese patent application filed on August 30, 2019 with the application number 201910817286.5 and titled "Rail Vehicle and Its Control Method, System and Train Control and Management System", the entire content of which is incorporated by reference In this disclosure.

Technical field

The present disclosure relates to the field of vehicles, and in particular, to a rail vehicle and a control method and system thereof, and a train control and management system.

Background technique

Existing rail vehicle control methods include: according to the operating conditions of the vehicle running on different road conditions, locations and natural environments, as well as the characteristics of the obstacles, the video camera device, lidar device, infrared test device, ultrasonic test device, GPS, etc. The output data of the test source is data fused to realize the complementary advantages of multiple test devices, complete the detection and early warning of obstacles and control the operation of the vehicle. However, this method can only realize the operation control of the own vehicle, and cannot realize the operation control of the entire rail vehicle.

Summary of the invention

The purpose of the present disclosure is to provide a rail vehicle and its control method, system and train control and management system, which can realize the operation control of the rail vehicle on the whole line.

According to a first embodiment of the present disclosure, a rail vehicle control method is provided, the method includes: receiving information about a target rail vehicle in front of the rail vehicle and the current speed of the rail vehicle; Information and the current vehicle speed to control the operation of the local rail vehicle and determine the operation requirement for the target rail vehicle; and transmit the operation requirement for the target rail vehicle to a central server, so that the central server will The operation requirement for the target rail vehicle is transmitted to the target rail vehicle, so that the target rail vehicle operates based on the operation requirement for the target rail vehicle.

Optionally, the local rail vehicle includes a train control and management system and a signal system, and the control of the operation of the local rail vehicle and determining the operation requirements for the target rail vehicle includes: the train control and management system Determine the operation requirements for the target rail vehicle; redundantly control the operation of the local rail vehicle by the train control and management system and the signal system.

Optionally, the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the target rail vehicle, then the control of the operation of the own rail vehicle and the determination of the target rail vehicle The operating requirements include:

In the case that the relative speed is less than 0, control the local rail vehicle to maintain the current operating state;

When the relative speed is equal to 0, control the local rail vehicle to maintain the current operating state, and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate;

In the case where the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, control the braking of the own rail vehicle, and determine that the operating demand of the target rail vehicle is braking;

In the case where the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed, control the local rail vehicle to decelerate and brake;

When the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, determine whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, control the The rail vehicle brakes and determines that the operating demand for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, it is determined whether the difference between the relative distance and the theoretical braking distance is greater than the collision avoidance The tolerable distance, and when the difference between the relative distance and the theoretical braking distance is greater than the anti-collision tolerable distance, the rail vehicle is controlled to maintain the current operating state, and the relative distance is compared with the theoretical braking. When the difference in distance is equal to the tolerable anti-collision distance, the rail vehicle is controlled to perform normal braking deceleration, and when the difference between the relative distance and the theoretical braking distance is less than the tolerable anti-collision distance Control the local rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.

According to a second embodiment of the present disclosure, a train control and management system is provided, including: a receiving module for receiving information about a target rail vehicle in front of the rail vehicle and the current speed of the rail vehicle; a control module, It is used to control the operation of the local rail vehicle based on the information of the target rail vehicle and the current vehicle speed and determine the operation demand for the target rail vehicle; and a communication module is used to transfer the information directed to the target rail vehicle The operation requirement is transmitted to a central server, so that the central server transmits the operation requirement for the target rail vehicle to the target rail vehicle, so that the target rail vehicle is based on the operation requirement for the target rail vehicle To run.

Optionally, the communication module is implemented by the signal system of the own rail vehicle, and the signal system and the control module redundantly control the execution of the own rail vehicle.

Optionally, the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the target rail vehicle, and the control module is used to:

According to a third embodiment of the present disclosure, there is provided a rail vehicle including the train control and management system according to the second embodiment of the present disclosure.

According to a fourth embodiment of the present disclosure, a rail vehicle control system is provided. The rail vehicle control system includes: a train control and management system, the train control and management system is installed on the rail vehicle, and the train control and management system The system is used to receive the information of the target rail vehicle in front of the rail vehicle and the current speed of the rail vehicle, and control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed and determine the The operation requirements of the target rail vehicle, and the transmission of the operation requirements for the target rail vehicle to the central server; an obstacle detection device, which is installed on the local rail vehicle and is used to detect that it is located on the local rail vehicle The information of the target rail vehicle in front of the vehicle and the detected information of the target rail vehicle are sent to the train control and management system; a central server, which is located outside the local rail vehicle and is used to control the train from the train And the management system receives the operation requirements for the target rail vehicle, and transmits the operation requirements for the target rail vehicle to the target rail vehicle, so that the target rail vehicle is based on the target rail vehicle The rail vehicle needs to run.

Optionally, the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the target rail vehicle, and the train control and management system is used for:

Optionally, the obstacle detection device includes at least one of a radar device, a vision device, an infrared device, and a global satellite positioning system.

By adopting the above technical solution, it is possible to control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed of the rail vehicle and determine the operation requirements for the target rail vehicle, and it can also target the operation requirements of the target rail vehicle through the central server. Forward to the target rail vehicle, so that the target rail vehicle can run based on the operating requirements of the target rail vehicle, so that the linkage control between the rail vehicle and the target rail vehicle in front is realized, so collisions can be effectively avoided or collision losses can be reduced. Ground control of the movement of the rail vehicles on the entire line to ensure the operating efficiency of the rail vehicles on the entire line. In addition, the staff of the control center can also obtain the status of the rail vehicles on the entire line from the central server in time, so that they can be dispatched in time.

Other features and advantages of the present disclosure will be described in detail in the following specific embodiments.

Description of the drawings

The accompanying drawings are used to provide a further understanding of the present disclosure and constitute a part of the specification. Together with the following specific embodiments, they are used to explain the present disclosure, but do not constitute a limitation to the present disclosure. In the attached picture:

Fig. 1 is a flowchart of a rail vehicle control method according to an embodiment of the present disclosure.

Fig. 2 is a schematic block diagram of a train control and management system according to an embodiment of the present disclosure.

Fig. 3 shows a schematic block diagram of a rail vehicle according to an embodiment of the present disclosure.

Fig. 4 shows a control flowchart of a rail vehicle according to an embodiment of the present disclosure.

Fig. 5 is a schematic block diagram of a rail vehicle control system according to an embodiment of the present disclosure.

Fig. 6 shows a schematic diagram of an application scenario of a rail vehicle control system according to an embodiment of the present disclosure.

Fig. 7 is a working flow chart of a rail vehicle control system according to an embodiment of the present disclosure.

detailed description

The specific embodiments of the present disclosure will be described in detail below with reference to the accompanying drawings. It should be understood that the specific embodiments described herein are only used to illustrate and explain the present disclosure, and are not used to limit the present disclosure.

Before describing the embodiments according to the present disclosure in detail, firstly, the meaning of related terms used in the present disclosure will be explained.

Braking Braking refers to controlling the deceleration of the rail vehicle until it stops by means of safe braking. Safe braking means that the electric braking does not work, only the mechanical braking works, and the braking deceleration depends on the performance of the railway vehicle mechanical braking product, for example, it can be 1.2m/s2.

Deceleration braking refers to calculating a deceleration command based on the braking performance of the rail vehicle and the relative distance S0 between the rail vehicle and the target rail vehicle ahead, and controlling the rail vehicle to decelerate until it stops according to the deceleration in the calculated deceleration command.

Service braking deceleration refers to the way to control the deceleration of the rail vehicle until it stops. Common braking refers to the simultaneous action of electric braking and mechanical braking, and the braking deceleration depends on the performance of the mechanical braking product of the rail vehicle, for example, it can be 1.0m/s2.

Theoretical braking distance S theory refers to the theoretically calculated braking distance based on the current speed of the rail vehicle.

The tolerable anti-collision distance ΔS means that the distance between the two cars can barely avoid the collision of the two cars when the two cars are stopped. The anti-collision tolerable distance ΔS is a positive number, and is set in consideration of factors such as the detection reaction time of the target rail vehicle and the control reaction time of the own rail vehicle.

Fig. 1 shows a flowchart of a rail vehicle control method according to an embodiment of the present disclosure. As shown in Fig. 1, the method includes the following steps S11 to S13. The method can be controlled by a train control and management system (Train Control and Management System (TCMS) execution.

In step S11, the information of the target rail vehicle located in front of the own rail vehicle and the current speed of the own rail vehicle are received. Among them, the information of the target rail vehicle can be obtained from the obstacle detection device installed on the own rail vehicle. Obstacle detection devices may include radar devices such as lidar and millimeter wave radar, vision devices such as cameras, and may also include infrared devices, ultrasonic detection devices, global satellite positioning systems, and the like.

In step S12, the operation of the own rail vehicle is controlled based on the information of the target rail vehicle and the current speed, and the operation requirement for the target rail vehicle is determined.

In step S13, the operation requirement for the target rail vehicle is transmitted to the central server, so that the central server transmits the operation requirement for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation requirement for the target rail vehicle. Among them, the operating requirements for the target rail vehicle are, for example, requiring the target rail vehicle in front to accelerate, decelerate, and so on.

In the present disclosure, the central server refers to a server capable of managing the entire line of rail vehicles, and the central server is located outside the rail vehicle.

By adopting the above technical solution, it is possible to control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed of the rail vehicle and determine the operation requirements for the target rail vehicle, and it can also target the operation requirements of the target rail vehicle through the central server. Forward to the target rail vehicle, so that the target rail vehicle can run based on the operating requirements of the target rail vehicle, so that the linkage control between the rail vehicle and the target rail vehicle in front is realized, so collisions can be effectively avoided or collision losses can be reduced. Ground control of the movement of the rail vehicles on the entire line to ensure the operating efficiency of the rail vehicles on the entire line. In addition, the staff of the control center can also obtain the status of the rail vehicles on the whole line from the central server in time, so as to send personnel to deal with it in time.

In one embodiment, the rail vehicle includes a TCMS and a signal system, wherein the signal system will be described in detail below. Then, in step S12, the TCMS can determine the operation requirements for the target rail vehicle; the TCMS and the signal system redundantly control the operation of the rail vehicle. In this way, dual control can be achieved, which can more effectively avoid collisions or reduce collision losses.

In an embodiment, the information of the target rail vehicle includes the relative speed and the relative distance S0 between the local rail vehicle and the target rail vehicle. The relative speed is a vector, and the relative speed is usually positive or negative to indicate whether it is close or far away. In the present disclosure, the relative speed is negative, that is, less than 0, to indicate mutual distance, but it does not mean that the speed of the vehicle must be less than the target track ahead. Vehicle speed, when the relative speed is positive, that is, greater than 0, it means that they are close to each other. Then, controlling the operation of the own rail vehicle and determining the operation requirements for the target rail vehicle in step S12 may include:

(1) When the relative speed is less than 0, this means that the current rail vehicle and the target rail vehicle are moving away from each other, so there is no possibility of collision, so you only need to control the current rail vehicle to maintain the current operating state. In this case, there is no need to send the operation requirements for the target rail vehicle to the target rail vehicle through the central server, that is, the target rail vehicle only needs to operate according to its own needs.

(2) When the relative speed is equal to 0, this means that the relative distance between the current rail vehicle and the target rail vehicle remains unchanged. In this case, there is no possibility of collision, so you only need to control the current rail vehicle to keep the current operation The state is sufficient, and it can be determined that the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.

(3) In the case that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, this means that the rail vehicle and the target rail vehicle are driving in opposite directions, then control the braking of the rail vehicle and determine the operating requirements of the target rail vehicle It is the brake.

(4) In the case that the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed, this indicates that the target rail vehicle is at a standstill, and the current rail vehicle is controlled to decelerate and brake.

(5) In the case that the relative speed is greater than 0 and the relative speed is less than the current speed, this means that the current rail vehicle and the target rail vehicle are driving in the same direction and the current speed of the target rail vehicle is lower than the current speed of the rail vehicle, and further judgment is required Is the theoretical braking distance S theoretically greater than or equal to the relative distance S0. If the theoretical braking distance S is greater than or equal to the relative distance S0, it means that the risk of collision is very high. Then control the braking of the rail vehicle and determine that the operating demand for the target rail vehicle is acceleration, so that the target rail will be braked by the rail vehicle. The vehicle accelerates to increase the relative distance between the two and avoid collisions. If the theoretical braking distance S is theoretically less than the relative distance S0, it is necessary to further determine whether the difference between the relative distance S0 and the theoretical braking distance S is greater than the anti-collision tolerable distance ΔS. In the case where the theoretical difference between the relative distance S0 and the theoretical braking distance S is greater than the anti-collision tolerable distance ΔS, because the risk of collision at this time is small, the rail vehicle can be controlled to maintain the current operating state; at the relative distance S0 and theoretical braking When the difference between the theoretical distance S is equal to the tolerable anti-collision distance ΔS, it indicates that there is a risk of collision, so the rail vehicle is controlled to perform common braking deceleration; the difference between the relative distance S0 and the theoretical braking distance S is less than the tolerable anti-collision distance In the case of ΔS, it indicates that the risk of collision is high, so control the rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.

Fig. 2 shows a schematic block diagram of a train control and management system according to an embodiment of the present disclosure. As shown in Fig. 2, the train control and management system 2 includes: a receiving module 21 for receiving a target located in front of the rail vehicle The information of the rail vehicle and the current speed of the rail vehicle; the control module 22 is used to control the operation of the rail vehicle based on the information and the current speed of the target rail vehicle and determine the operation requirements for the target rail vehicle; and the communication module 23 is used to connect The operation requirement for the target rail vehicle is transmitted to the central server, so that the central server transmits the operation requirement for the target rail vehicle to the target rail vehicle, so that the target rail vehicle operates based on the operation requirement for the target rail vehicle.

In the present disclosure, the communication module 23 can be implemented using an information terminal in the existing TCMS, an existing signal system in the rail vehicle, or other types of communication systems.

Optionally, the information of the target rail vehicle includes the relative speed and relative distance between the local rail vehicle and the target rail vehicle, and the control module 22 is used to:

(1) When the relative speed is less than 0, control the rail vehicle to maintain the current operating state;

(2) When the relative speed is equal to 0, control the rail vehicle to maintain the current operating state, and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate;

(3) In the case that the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, control the braking of the local rail vehicle, and determine that the operating demand of the target rail vehicle is braking;

(4) When the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed, control the rail vehicle to decelerate and brake;

(5) In the case that the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, judge whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, control the rail vehicle to brake and determine the target track The running demand of the vehicle is acceleration; if the theoretical braking distance is less than the relative distance, judge whether the difference between the relative distance and the theoretical braking distance is greater than the anti-collision tolerable distance, and if the difference between the relative distance and the theoretical braking distance is greater than the anti-collision tolerable distance In this case, the rail vehicle is controlled to maintain the current operating state, and when the difference between the relative distance and the theoretical braking distance is equal to the anti-collision tolerable distance, the rail vehicle is controlled to perform common braking deceleration, and the difference between the relative distance and the theoretical braking distance is less than the anti-collision tolerance. In the case of the tolerable collision distance, control the rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.

The specific implementation of operations performed by each module in the train control and management system 2 according to the embodiment of the present disclosure has been described in detail in the rail vehicle control method according to the embodiment of the present disclosure, and will not be repeated here.

According to another embodiment of the present disclosure, there is also provided a rail vehicle, which includes the train control and management system 2 according to the embodiment of the present disclosure. The rail vehicle may be a rubber-wheeled tram or other types of rail vehicles.

Fig. 3 shows a schematic block diagram of a rail vehicle according to an embodiment of the present disclosure. As shown in Figure 3, the obstacle detection system of the rail vehicle detects the target rail vehicle in front of the rail vehicle. The obstacle detection system can use radar systems, vision systems, etc. to detect the target rail vehicle, and then the obstacle detection system The internal controller performs fusion processing on the detection results of the radar system, vision system, etc., and obtains the information of the target rail vehicle. The controller in the obstacle detection system can be an independent module, or it can be integrated in a radar system or a vision system. The TCMS in the rail vehicle can control the operation of the rail vehicle based on the information of the target rail vehicle and the current speed of the rail vehicle and determine the operation requirements for the target rail vehicle. For example, it can control the acceleration and traction of the traction system of the rail vehicle. The parameters and the braking speed of the braking system are used to achieve the purpose of controlling the operation of the rail vehicle. The specific implementation of the control and determination has been described in detail above, and will not be repeated here. The signal system in this rail vehicle can send the operating requirements for the target rail vehicle determined by TCMS to the central server 1, where the central server 1 is located outside the rail vehicle and is used to manage the entire line of rail vehicles. In addition, TCMS can also send the control strategy determined based on the information of the target rail vehicle and the current speed of the rail vehicle to the signal system, so that the signal system can also perform the related operations described above to control the operation of the rail vehicle, thereby achieving Redundant control improves reliability.

The existing signal system is composed of computer interlocking subsystem, train automatic protection subsystem, train automatic driving subsystem, train automatic monitoring subsystem, etc. It is an automatic system that integrates the functions of train command, operation adjustment and train driving automation. Control System. The signal system in the present disclosure is a system that adds the related functions described above on the basis of the existing signal system.

Fig. 4 shows a control flowchart of a rail vehicle according to an embodiment of the present disclosure. First, the obstacle detection system is powered on for self-check. Then if the self-check is abnormal, the TCMS receives and sends the self-check abnormal information to the signal system, and then the signal system sends the self-check abnormal information of the obstacle detection system to the central server. If the obstacle detection system self-checks normally, the obstacle detection system starts to detect the information of the target rail vehicle ahead and sends the detected information to TCMS. Then TCMS judges the collision risk level based on the information of the target rail vehicle and the current vehicle speed and determines the operating requirements for the target rail vehicle. Then TCMS controls the operation of the rail vehicle according to the collision risk level, and TCMS also sends the collision risk level and the operation requirements for the target rail vehicle to the signal system, so that the signal system also controls the operation of the rail vehicle according to the collision risk level and will target the target track The operation requirements of the vehicle are sent to the central server. Among them, the judgment of the collision risk level and the subsequent control strategy can refer to the detailed description in the method according to the embodiment of the present disclosure above.

FIG. 5 shows a schematic block diagram of a rail vehicle control system according to an embodiment of the present disclosure. As shown in FIG. 5, the rail vehicle control system 500 includes: a train control and management system 2, which is installed in The rail vehicle 100 is the train control and management system described above in conjunction with FIG. 2; the obstacle detection device 3 is installed on the rail vehicle 100 and is used to detect the target track in front of the rail vehicle The information of the vehicle and the information of the detected target rail vehicle are sent to the train control and management system 2; the central server 1, the central server 1 is located outside the rail vehicle 100 and is used to receive the target rail vehicle from the train control and management system 2. The operating requirements for the target rail vehicle are transmitted to the target rail vehicle, so that the target rail vehicle operates based on the operating requirements for the target rail vehicle.

In the present disclosure, the obstacle detection device 3 may include radar devices such as lidar and millimeter wave radar, visual devices such as cameras, and may also include infrared devices, ultrasonic detection devices, global satellite positioning systems, and the like. The obstacle detection device 3 may also include a processor, which may be a separate module or integrated in one of the radar device and the vision device, so as to perform processing on the data collected by the radar device, the vision device, etc. Processing and sending the processing results to the train control and management system 2. Of course, it is also feasible that the data collected by radar devices, vision devices, etc. are processed by the train control and management system 2.

In the present disclosure, the target rail vehicle information includes the relative speed and relative distance between the current rail vehicle and the front target rail vehicle.

Fig. 6 shows a schematic diagram of an application scenario of a rail vehicle control system according to an embodiment of the present disclosure. The obstacle detection device on the vehicle detects the target rail vehicle information and sends it to the TCMS on the vehicle. The TCMS controls the operation of the vehicle based on the target rail vehicle information and the vehicle speed information and determines the operation requirements for the target rail vehicle. The signal system on the vehicle will send the operating requirements for the target rail vehicle to the central server, and the central server will then send the operating requirements for the target rail vehicle to the signal system on the target rail vehicle, and the signal system on the target rail vehicle will then The operating requirements of the target rail vehicle are sent to the TCMS on the target rail vehicle, and then the TCMS on the target rail vehicle controls the operation of the target rail vehicle based on the operating requirements of the target rail vehicle, such as controlling the target by controlling the traction system, braking system, etc. The operation of rail vehicles.

FIG. 7 shows a working flow chart of the rail vehicle control system 500 according to an embodiment of the present disclosure.

In step S701, the obstacle detection device 3 detects the information of the target rail vehicle in front of the own rail vehicle, and the train control and management system 2 obtains the information of the target rail vehicle in front of the own rail vehicle from the obstacle detection device 3 and obtains the information from the target rail vehicle. Get the current speed of the rail vehicle. The information of the target rail vehicle includes the relative speed and relative distance S0 between the local rail vehicle and the target rail vehicle.

In step S702, the train control and management system 2 determines whether the relative speed is less than zero. If it is less than 0, go to step S703, if it is equal to 0, go to step S704, and if it is greater than 0, go to step S705.

In step S703, when the relative speed is less than 0, this indicates that the current rail vehicle and the target rail vehicle are moving away from each other. Therefore, in this case, the train control and management system 2 controls the current rail vehicle to maintain the current operating state.

In step S704, when the relative speed is equal to 0, this means that the relative distance S0 between the current rail vehicle and the target rail vehicle remains unchanged. Therefore, in this case, the following vehicle control and management system 2 controls the current rail vehicle to maintain current operation status. In addition, the train control and management system 2 also determines that the target rail vehicle needs to maintain the current operating speed or acceleration at this time, then the demand will be transmitted to the target rail vehicle through the central server 1, and the target rail vehicle will maintain the current operating state after receiving the demand. Or accelerate to ensure a safe distance between the local rail vehicle and the target rail vehicle.

In step S705, when the relative speed is greater than 0, the train control and management system 2 determines whether the relative speed is greater than the current speed of the rail vehicle. If it is greater than, then go to step S706, if less than, then go to step S708, if equal, then go to step S707.

In step S706, when the relative speed is greater than the current speed of the own rail vehicle, this means that the current rail vehicle and the target rail vehicle are driving in opposite directions, and the distance between the two will become smaller and smaller. If there is a possibility of collision, the train control And the management system 2 controls the current rail vehicle to brake immediately, and determines that the target rail vehicle needs to brake immediately at this time, then the request will be forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle immediately brakes, so as to be able to wait The staff will handle it.

Step S707, in the case that the relative speed is equal to the current speed of the own rail vehicle, which means that the target own rail vehicle is in a stationary state, the train control and management system 2 controls the deceleration and braking of the own rail vehicle, and the train control and management system 2 can be based on The braking performance of this rail vehicle and the relative distance S0 make deceleration commands.

Step S708, in the case that the relative speed is less than the current speed of the own rail vehicle, this means that the current rail vehicle and the target rail vehicle are driving in the same direction and the current speed of the target rail vehicle is lower than the current speed of the own rail vehicle, then the train control and management System 2 further judges whether the theoretical braking distance S theoretical is greater than or equal to the relative distance S0.

In step 709, if the theoretical braking distance S is greater than or equal to the relative distance S0, which indicates that the risk of collision is high, the train control and management system 2 controls the braking of the rail vehicle and determines that the target rail vehicle needs to be accelerated at this time. It will be forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle accelerates.

In step S710, if the theoretical braking distance S is theoretically less than the relative distance S0, the train control and management system 2 further determines whether the difference between the relative distance S0 and the theoretical braking distance S theoretical is greater than the anti-collision tolerable distance ΔS.

In step S711, in the case that the theoretical difference between the relative distance S0 and the theoretical braking distance S is greater than the anti-collision tolerable distance ΔS, the train control and management system 2 can control the rail vehicle to maintain the current operation because the collision risk at this time is small State, the rail vehicle is not allowed to accelerate.

In step S712, when the theoretical difference between the relative distance S0 and the theoretical braking distance S is equal to the anti-collision tolerable distance ΔS, it indicates that there is a risk of collision, so the train control and management system 2 controls the rail vehicle to perform normal braking deceleration.

In step S713, when the theoretical difference between the relative distance S0 and the theoretical braking distance S is less than the anti-collision tolerable distance ΔS, the collision risk is high, so the train control and management system 2 controls the rail vehicle to perform safe braking and determines At this time, the target rail vehicle needs to maintain the current operating state or accelerate, but not decelerate, then the demand will be forwarded to the target rail vehicle via the central server 1, and then the target rail vehicle maintains the current operating state or accelerates, but does not decelerate.

Through the above technical solution, the linkage between the current rail vehicle and the target rail vehicle is realized, the risk of collision is reduced, and the operating efficiency of the entire rail vehicle is improved.

The specific implementations of operations performed by the train control and management system in the rail vehicle control system according to the embodiments of the present disclosure have been described in detail in the related methods, and will not be repeated here.

The preferred embodiments of the present disclosure are described above in detail with reference to the accompanying drawings. However, the present disclosure is not limited to the specific details in the above-mentioned embodiments. Within the scope of the technical concept of the present disclosure, various simple modifications can be made to the technical solutions of the present disclosure. These simple modifications all belong to the protection scope of the present disclosure.

In addition, it should be noted that the various specific technical features described in the foregoing specific embodiments can be combined in any suitable manner, provided that there is no contradiction. In order to avoid unnecessary repetition, various possible combinations are not described separately in the present disclosure.

In addition, various different embodiments of the present disclosure can also be combined arbitrarily, as long as they do not violate the idea of the present disclosure, they should also be regarded as the content disclosed in the present disclosure.

Claims

A rail vehicle control method, the method includes:

Receiving information about the target rail vehicle in front of the own rail vehicle and the current speed of the own rail vehicle;

Control the operation of the own rail vehicle based on the information of the target rail vehicle and the current vehicle speed and determine the operation demand for the target rail vehicle; and

The operation requirement for the target rail vehicle is transmitted to a central server, so that the central server transmits the operation requirement for the target rail vehicle to the target rail vehicle, so that the target rail vehicle is based on the Said to operate according to the operating requirements of the target rail vehicle.
The rail vehicle control method according to claim 1, wherein the local rail vehicle includes a train control and management system and a signal system, wherein the control of the operation of the local rail vehicle and the determination of the operation requirements for the target rail vehicle are performed, include:

The train control and management system determines the operation demand for the target rail vehicle;

The operation of the own rail vehicle is redundantly controlled by the train control and management system and the signal system.
The rail vehicle control method according to claim 1 or 2, wherein the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the target rail vehicle, then the control The operation of this rail vehicle and the determination of the operating requirements for the target rail vehicle include:

In the case that the relative speed is less than 0, control the local rail vehicle to maintain the current operating state;

When the relative speed is equal to 0, control the local rail vehicle to maintain the current operating state, and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate;

In the case where the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, control the braking of the own rail vehicle, and determine that the operating demand of the target rail vehicle is braking;

In the case where the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed, control the local rail vehicle to decelerate and brake;

When the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, determine whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, control the The rail vehicle brakes and determines that the operating demand for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, it is determined whether the difference between the relative distance and the theoretical braking distance is greater than the collision avoidance The tolerable distance, and when the difference between the relative distance and the theoretical braking distance is greater than the anti-collision tolerable distance, the rail vehicle is controlled to maintain the current operating state, and the relative distance is compared with the theoretical braking. When the difference in distance is equal to the tolerable anti-collision distance, the rail vehicle is controlled to perform normal braking deceleration, and when the difference between the relative distance and the theoretical braking distance is less than the tolerable anti-collision distance Control the local rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.
A train control and management system. The train control and management system includes:

The receiving module is used to receive the information of the target rail vehicle in front of the own rail vehicle and the current speed of the own rail vehicle;

A control module, configured to control the operation of the local rail vehicle based on the information of the target rail vehicle and the current speed and determine the operation requirements for the target rail vehicle; and

The communication module is used to transmit the operation requirement for the target rail vehicle to a central server, so that the central server transmits the operation requirement for the target rail vehicle to the target rail vehicle, so that the The target rail vehicle is operated based on the operation requirements for the target rail vehicle.
The train control and management system according to claim 4, wherein the communication module is implemented by the signal system of the own rail vehicle, and the signal system and the control module together redundantly control the own rail vehicle Perform a run.
The train control and management system according to claim 4 or 5, wherein the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the target rail vehicle, then the control module Used for:

In the case that the relative speed is less than 0, control the local rail vehicle to maintain the current operating state;

When the relative speed is equal to 0, control the local rail vehicle to maintain the current operating state, and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate;

In the case where the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, control the braking of the own rail vehicle, and determine that the operating demand of the target rail vehicle is braking;

In the case where the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed, control the local rail vehicle to decelerate and brake;

When the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, determine whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, control the The rail vehicle brakes and determines that the operating demand for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, it is determined whether the difference between the relative distance and the theoretical braking distance is greater than the collision avoidance The tolerable distance, and when the difference between the relative distance and the theoretical braking distance is greater than the anti-collision tolerable distance, the rail vehicle is controlled to maintain the current operating state, and the relative distance is compared with the theoretical braking. When the difference in distance is equal to the tolerable anti-collision distance, the rail vehicle is controlled to perform normal braking deceleration, and when the difference between the relative distance and the theoretical braking distance is less than the tolerable anti-collision distance Control the local rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.
A rail vehicle comprising the train control and management system according to any one of claims 4 to 6.
A rail vehicle control system, the rail vehicle control system includes:

The train control and management system is installed on the rail vehicle, and the train control and management system is used to receive information about the target rail vehicle in front of the rail vehicle and the current speed of the rail vehicle , Based on the information of the target rail vehicle and the current speed, control the operation of the own rail vehicle and determine the operation requirement for the target rail vehicle, and transmit the operation requirement for the target rail vehicle to a central server ,

Obstacle detection device, which is installed on the own rail vehicle and used to detect the information of the target rail vehicle in front of the own rail vehicle and send the detected information of the target rail vehicle to all State the train control and management system;

A central server, which is located outside the local rail vehicle and is used to receive the operation requirements for the target rail vehicle from the train control and management system, and transmit the operation requirements for the target rail vehicle The target rail vehicle is provided so that the target rail vehicle runs based on the operation demand for the target rail vehicle.
The rail vehicle control system according to claim 8, wherein the information of the target rail vehicle includes the relative speed and relative distance between the own rail vehicle and the target rail vehicle, then the train control and management system Used for:

In the case that the relative speed is less than 0, control the local rail vehicle to maintain the current operating state;

When the relative speed is equal to 0, control the local rail vehicle to maintain the current operating state, and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate;

In the case where the relative speed is greater than 0 and the relative speed is greater than the current vehicle speed, control the braking of the own rail vehicle, and determine that the operating demand of the target rail vehicle is braking;

In the case where the relative speed is greater than 0 and the relative speed is equal to the current vehicle speed, control the local rail vehicle to decelerate and brake;

When the relative speed is greater than 0 and the relative speed is less than the current vehicle speed, determine whether the theoretical braking distance is greater than or equal to the relative distance: if the theoretical braking distance is greater than or equal to the relative distance, control the The rail vehicle brakes and determines that the operating demand for the target rail vehicle is acceleration; if the theoretical braking distance is less than the relative distance, it is determined whether the difference between the relative distance and the theoretical braking distance is greater than the collision avoidance The tolerable distance, and when the difference between the relative distance and the theoretical braking distance is greater than the anti-collision tolerable distance, the rail vehicle is controlled to maintain the current operating state, and the relative distance is compared with the theoretical braking. When the difference in distance is equal to the tolerable anti-collision distance, the rail vehicle is controlled to perform normal braking deceleration, and when the difference between the relative distance and the theoretical braking distance is less than the tolerable anti-collision distance Control the local rail vehicle to perform safe braking and determine whether the operating requirement of the target rail vehicle is to maintain the current operating state or accelerate.
The rail vehicle control system according to claim 8, wherein the obstacle detection device includes at least one of a radar device, a vision device, an infrared device, and a global satellite positioning system.